Improvement in railway switches



THOMAS'TURNE'R Improvement in Railway Switches Patnted March 5, 1872.

LWT

In 1H mm TATES THOMAS TURNER, OF CLIFTON, CANADA.

IMPROVEMENT IN RAILWAY SWITCHES.

Specification forming part of Letters Patent No. 124,395, dated March 5, 1872.

Specification describing a new and useful Railway Switch,inventedby THOMAS TURNER, of Clifton, in the county of Welland, in the Province of Ontario, Canada.

The object of the invention is the construction of a switch that is simple, effectual, and self adj ustin g, so as to enable a locomotive and train to pass from the main line of a railway to a siding without the aid of a switchman or stopping a train.

Figure 1 represents a plan of a railway track and siding with the usual guard-rail; Fig. 2, an enlarged section; Fig. 3, an enlarged section of spring-lever; Fig. 4, a side view of railway track, particularly that part which embodies my device 5 Fig. 4, side view of rod and joint to operate my device.

a a represent the main track 5 b b, the side track. 0 c are the sleepers; 7'7",\V11661-gll&1'd5, s, crossing-point.

As the main track is shown in the drawing a train would pass along the line without any danger of the switch being open, as it will always be in that position except when a train is passing off the main line on a siding, which is done as follows: I provide a side spring-rail, e, of necessary quality and size, and bolt it to the outside of one of the main rails, a, at the point marked c. At the opposite end of the said spring-rail is bolt-ed a connecting-rod, cl, which is also secured to a movable switch-point, f, constructed to hinge on the side-rail I), as shown. A rod and joint, y, is attached to the frame of a locomotive on either side, as shown in Fig. 5. One end of the rod y passes into the cab, a section of which is shown at e. As the train approaches the switch the driver lowers the guard as by means of the rod and joint, which comes into contact with the side spring-rail c and pushes it in toward the main rail, as shown by the dotted lines. The movable point f is thus pressed against the inside of the upper main rail and causes the train to leave the main track and run on the siding with ease and safety, and without any one leaving the train, stopping it, or the aid of a switchman.

A simple but effectual provision is made for locking the spring-rail e and movable point f while a train is passing over the switch, and releasing them when the train has passed. It is constructed as follows: A long lever-sprin g,

g, is secured to the outside rail, as shown, having a cell or chamber, g, at one end, an enlarged View of which is shown at Fig. 3. Inside of the cell g there is a suitable catch, h, Fig. 4, secured to the rail to by a bolt and nut, as shown. Its lower end is thrown upward into a notch cut into the under side of the connecting-rod d by means of the weight of a train on the lever g. When a train has passed the lever rises, as shown in Fig. 4, by means of a spiral-spring, k, at one end, which is inclosed in a circular case, as shown in Fig. 4,

and the catch is released by the action of the 4 spring 45 at one end. The lever g is secured to the side-rail by means of bolts working in slots in the rail 1), and by projecting-pins 20. One end of it is permanently secured by a bolt at the point marked j.

It will also be observed that the side springrail 6 springs outward by means of a block of rubber, c, placed between it and the main rail, and also by the assistance of a coiled-spring on the bolt j. The device can also be operated as an ordinary switch, if found necessary, by means of the contrivance shown in Fig. 1, and an enlarged section, Fig. 2.

19 is a head-block for the switch-frame l, with the half-circle n attached. A shaft, 2, passes up through the frame I, on the lower end of which is keyed a cog-wheel, 3, operating in corresponding cogs in the connecting-rod m, as shown, worked by the handle 0, and held by pins in holes 4 in the semicircle. The said connecting-rod is secured to the side springrail 6, which in turn is connected to the movable point f by the rod 01, as fully shown in Fig. 1.

The advantages of my device are substantially as follows: First, trains can shunt off on a siding from the main line without the aid of a switchmam Second, my device can be attached to a siding at both ends, so that a train can run out on the main track as easily as it entered the siding. Third, there is no possibility of a train running off the track at the switch. Fourth, trains do not require to stop at a switch or wait for a switchman to adjust it. Fifth, the engine'driver does not require to leave his engine when shunting off the main track. Sixth, trains can pass each other more readily at passing-points, and with greater safety. Seventh, much loss of life will be avoided by my device, by preventing trains I from runniu g off the track by a switch being left open by accident, design, or carelessness. Eighth a lantern, containing red and green lights can be attached to the top of the shaft 2 to signify danger or all right, so as to make assurance doubly sure.

\Vhat I clainl as my invention consists iii- The movable point f, rod (1, locking-catch h,

and lever g, in combination with the side springrail 6 and reactingsprings j or '0, all arranged and operating in the manner and by the means, substantially as described.

THOS. TURNEP. Hamilton, Canada, December 5, 1871. Signed in the presence of- W. BRUCE, P. L. SoRIVnN. 

